Power plant



o. A. BANNER 1,790,221

POWER PLANT Filed Auge. 1920 e sheets-Sheet- 1 Jan. 27, 1931.

O. A, BANNE Jansz?, 1931.

POWER PLANT s sheets-sheet 2 Filed Aug. 6. 1920 ""INVENTOR.

06250 d'annew ATTORNEY.

Jan. 27, 1931. o. A. BANNER POWER PLANT Filed Aug. 6.11920 6Sheets-Sheet I5 TTORNEY.

Jan. 27, 193-1.

O. A. BANNER POWER PLANT Filed Aug. 6, 1920 6 Sheets-Sheet 4 m-INVENTOR.

ATTORNEY.

Jan. 27, 1931. A o. A. BANNER l POWER PLANT Filed Aug. 6. 1920 6Sheets-Sheet 5 ATTORNEY.

Jan. 27, 1931. o. A, BANNER 1,79221 POWER PLANT Filed Aug. e'. 1920 6sheets-sheet 6 BY I l x I /MwTToRA/EY.

INVENTOR. l

Patented Jan. 27,` 1931 UNITED STATES,

PATENT OFFICE.

OTTO A. 0F MILWAUm WISGONSN, ASSIGNOB T0 THE TALI 00mm, Ol' IILWAUKEE,'WISCONSIFIL'A CORPORATION 0F WISCONSIN .rownn PLANT appuation meanagaat s, mo. serial 1ro. 461,754. y

This invention relates to power plants, p rimarily for marine use,although the invention is also well adapted for use in mills and other'trated in the accompanying drawings, 'in

stationary plants where power in large quantities is uired.

The internal combustion en e, and particularly the oil engine, is commgto the fore as a prime mover in marine` installations. This is possible,due to the remarkable hi h develo ment and consequent reliability of t eoil engine of today. There is a practical limlt, however, to the 'sizeand capacity of a single oil engine cylinder. Furthermore, there is alimit to the number of cylinders that may be combined in a singleoperating unit beyond which the eiiiciency and reliabilit thereof'isimpaired. In order to obtain the igh power required for the propulsionof large ships use has therefore been made of two or more independentoilengine units. Heretofore, these units drove separate propeller shaftsor separate generators which in turn delivered power to one or inorepropeller shafts. The power plant of the present invention, however,includes two or'more complete internal combustion engine units geared toa single driven- One object of the invention is so mechanically connectthe pluralit l of units that they operate in a definite time relation,thus not only increasing the total power output but v n 'takensubstantlally on the line 10-10 of also providing a smoothness of poweroutput, characteristic of and made possible by the total number ofcylinders thus employed.

Another object is the provision of a reversing mechanism common to theplurality of umts so as to Insure that the umts are au m lthe presentinvention includes a set of two or forward or all in reverse runningcondition. Another object is the provision of a flexible starting gearwhereby the entire engine may A be started by applying a starting agentto any or all of the'units.

Another object is the provision of an individual control mechanism foreach of the component units. Y

Another object is the provision of an automatic speed governor mechanismcontrolled by the driven shaft for limiting the speed of the units. 1

Other objects and advantages will hereinafter appear.

One embodiment ofthe invention isfillus.-

which:` v

Fi e 1 is a fragmentary plan view of a' multiple unit internalcombustion engine constructed in accordance with the present invention.

Figure 2 is a fragmentary side elevation of the engine. l Figure 3 is anend elevation, partly in section, of the upper portion of one of theengine units and illustrating a control mechanism therefor.

Flgure 4 is a sectional view of rotary piston emlployed in the controlmechanism.

4 igure 5 is a sectional view of a starting'Y 'a1r`valve.^

Figure 9. v Y

Figures 11, 12 and 13 are sectional-views of a valve for admittingcompressed air to the engine for starting purposes.

As above pointed out, the power plant of more internalcombu'stion engineunits me# chanically connected to a common shaft so that the several`units operate in a definite timed relation and together form a completeengine. There may be any number of units.

vEach is preferably, fhowever, a complete, well balanced enginein-itself, so that any one or more of the units may be disconnected fromthe shaft without materially affecting the bal' ance of the remainingportion of the engine as a whole. l .v

The power plant exemplified in the accom- I the crank shafts, each shafttransmits the;

-panying drawings includes four` distinct. opi eratin units, A, B, C andD, preferably arrange in pairs on opposite sides f la main driven shaftE. As shown in Figure. 1` the crank shafts 10 of the units A and B o onepair are coupledwith a pinion-X so that the two crank shafts must rotatein nison and 'thus produce in effect a single engine havingy cylindersequal in number tothe total number of cylinders contained in the twosectional units. By positioning the pinion X between power from theindividual unit only and thus may be of ylighter weight and strengththanv would be requredif the power from both units Vwere transmitted bya single shaft. Similarl the crank shafts 10 of the units C and D of t eother pair are coupled with a pinion Y.

Pinions X and Y mesh with a gear Z xed on the main driven shaft E,through which` power is transmitted from eachof the units to the mainshaft. The pinions and gears are so proportioned as'to give the mostadvantageous gear ratio for the purploses intended.

play, and thus permit the pinions X and Y to adjust themselves to thegear Z. Thus there is established a positive smooth running gearconnection between the units on the opposite sides of the main shaft bywhich these units are caused to operate in unison in a definite timedrelation. The gear set may be enclosed in a gear casing such asindicated at G. i

The type or specific construction of each of the several units -is quiteimmaterial to the present invention. In the embodiment illustrated,however, each is composed of several cylinders, four o'il six beingpreferred, and each is a four cycle, auto-ignition oil-engine.

" Since the several units are substantially identical one with another,a brief description of one will suflice for all.

Each unit is provided with the usual crank shaft 10, having the usualcranks thereon, set in accordance with the best prevailing practice toreduce engine vibration to a minimum. A flange or collar 12 (Fig. 8 onthe crank shaft seated in a saddle 13 in the bearing thereof preventsendwise playof the shaft. As above pointed out, a coupling is providedfor connecting 'the crank shaft to the pinion shaft. This couplin mayassume various forms, but it is prefgerably flexible and/of suchconstruction as to permit a slight end play of the pinion shaft for thepurpose above mentioned. This isaccomplished by the use of 'a couplingsuch as shown in def tail in' Figures 89fand 10. This couplin includestwo separate rings; 14 mounted side by side and fixed to -the adjacentends of the crank shaft 10 and pinion shaft y, respectively. Each ringisrovided with a plurality of spokes I5A havin openings 16 therethrou hormin seat's or clutch elements 17-. ach clutc element 17 is formed witha cylindrical body portion fitted'within" the opening and with a pair ofspaced prongs 18- extending substantially between the correspondingprongs 18 of the adjacent clutch element on the otherclutch ring. A band19 of any suitable material, such'as leather, encompassing the.intermeshed prongs of adj acent clutch elements prevents relativerotation betweenfthe clutch rings. By this construction, the ,bands- 19transmit the power from thecrank shaft 10 to the pinion shaft y and yetpermit a slight endwise movement of the pinion shaft with respect tothe'crank shaft. 4-

Each unit is preferably reversible and is equipped with a valve gear ofany standardor approved construction. I In the present instance, each ofthe several cylinders is provided with an air intake valve 20, anexhausty valve 21, and a starting' air valve 22. The.

valves are actuated-froma cam shaft 23 by individual tappet arms 24supported for in-A dependent Irocking movement 'upon an eccentricl 25keyed or otherwise fixed to a rock shaft 26. Rock shaft 26 is rotatablysupportedfin bearings 27,conveniently mounted on supporting brackets 28secured to the en'- gine body.- The cam shaft 23 is slidably j'ournaledin suitable bearings 29 preferably secured to the brackets 28.

The camshaft 23 is provided with a set of forward cams 30 anda set ofreverse cams 3l for selective cooperation withthe tappeta'rms.

24.` By shifting the cam shaft longitudinally in one direction or theother, either set' of' cams may be brought into opera/tive relation.

with the tappet arms of each cylinder. To permit the free shifting ofthe cam shaft the tappet arms should be lifted out of the range of thecams. This is taken care of in the usual way bythe eccentric mounting ofthe tappet arms on the rock shaft. With the rock shaft 26 and theeccentric 25 in the full line position of Figure 6, the tappet arms arelowered -to normal working position. B'y a slight roseveral cylindersthrou hibranch pipes 321' communicating with a plpe 32 through whichIaof pump includes an oil receiving chamber 1n communication with a mainsupply pipe 36,' a pressure chamber 37, and an exhaust chamber 38 incommunication with the pipe 32. A ram 39 acts upon the body of oil in gthe pressure chamber '37; This ram is connected with a piston orcrosshead 40 mounted for reciprocation in suitable uides and is actuatedfrom the cam shaft 34 y means of a plunger 40 connected with thecrosshead. A compression spring 41 holds, the plunger against the cam. lI

Aone way valve 42 interposed between the chambers 37 and 38 is yieldablyheld in closed position against its seat by a compression spring 43.This spring is of such strength as to permit. the valve to open at apredetermined pressure of the oil in the pres- -sure chamber'37, andthus permit the oil to pass into and through the .exhaust chamber 38 andthrough pipes 32 and 32 into the engine cylinder. J A valve 44 controlscom-A munication between the receiving chamber 35and the pressurechamber 37. This valve is inliuenced toward closed position on its seat45'by a compression spring 46, but is permitted to open during thesuction stroke of the ram 39 to permit theoil to flow from chamber 35into chamber 37. This valve is also held open` for aportion of thepressure stroke Vof the` ram 39 to permit some oil to How back fromchamber 37 to chamber 35 andthus avoid setting up suicient pressuretherein duringsuch periodas to openathe valve 42. As S0011 as the valve44 closes during the pressure stroke, suflicient pressure is instantlyset up in chamber 37 to open valve 42 and force the oil in a suddencharge into the cylinder.

Various mechanlsms may be provided for holding the valve 44 open duringa portion of the pressure stroke. In the present instance,

however, thisvmechanism includes a thrust pin 447 'mounted adjacent thestem 48 of valve 44. This pin is yieldably held free from the valve stemby a spring 49 but may be forced against the stem to lift the valve fromits seat by mechanism such as will now be described. A lever 50 rockablysupported intermediate its ends between a pair of uprights 51 isprovided at one end with an adjustable screw'52 for engagement with theupper end of pin 47. The other end of lever 50 is connected by a link 53with one end of a 'lever 54. Lever 54 is mounted for rocking movementupon an eccentric keyed or otherwise fxedvto a control shaft 56.A Theother` end of lever 54 engages a recess in the cross head 40 so-as toreciprocate therewith.

The connections are such that, when the crosshead 40 is at the lowerlimit of its stroke, lever 50 .is in such position that the screwthereon has forced the pin 47 downwardly to hold the valve 44(in openposition. During the'u'pward stroke of the lcrosshead lever 54 jrocks ina counter clockwise direction (Fig.

3) about the eccentric 55, thus causing lever 50 to rock in a similardirection until a point 1s reached where the pin 47 disengages the valvestem 48 and permits the valve 44 to close. The point at which thisoccurs may be determined by the position of the eccentric 55.' Byrocking the control shaft 56 ina counter clockwise direction,l theeccentric 55 is lowered, with the result that the valve 44 closes duringan early stage of the pressure stroke ofthe ram 39 and a relativelylarge quantity of oil is forced into the engine cylinder. Similarly, byrocking the control shaft 56 in the opposite direction, the eccentric israised, the valve is closed during a later stage-of the pressure strokeand less oil is forced into the cylinder. A separate control shaft ispreferably provided for each unit by which the sup ly of fuel to all thecylinders thereof may e controlled at will. Any Vappropriate means, suchas a crank 57 andlink 58, may be provided for'eifecting a manualadjust-ment of each control shaft.

In order to vary the time of operation of the several pumps inaccordance with the forward or reverse condition of running of theengine, the cam shaft 34 is preferably provided with a forward set ofcams 59 and a reverse set of'cams 60 and is preferably slidablyjournaled 'in fixed bearingsv 61. By shifting the cam shaft 34 in onedirection the forward .set of cams 59 may be positioned beneath the camrollers 62 on the plungers 40 and by. shifting the cam shaft in theother direction the reverse set of cams 60 may be brought into operativerelation therewith.

Inclinedfsurfaces, such as indicated at 59( the cam shaft. The mechanismfor shifting this cam shaft will be later explained.

In addition to the manual control for the individual units provision ispreferably made for controlling the supply of fuel oil to all of theunits simultaneously. In the present instance, mechanism forthlispurpose is placedunder the control o f the main driven shaft E, so thatshould the driven shaft exceed a certain predetermined speed the supplyof fuel to the cylinders of the several'units will be reduced. Thusracing of the engine is effectively prevented.

This mechanism is illustrated in Figures 1,

2, 3 and 7 of the drawings. A speed governor of any standard or approvedtype is geared to the main shaft E through a worm gear 62 fixed to theshaft and meshing with a worm (not shown) fixed to the vertical shaft 63of the Vspeed The governor inc nectedb the usual tension spring 66. Thebell cran levers are pivotally mounted upon a su porting plate 67carried by the governor sha 63 and their horizontal arms are connectedby means of links 68 to a collar\69, movable longitudinally of theshaft. A forked lever 70 fixed to a rock shaft 71 is provided with apair .of studsfor engagement in a groove formed in the periphery of thecollar 69. Thus it .will be seen that when the balls 64 separate underthe centrifugal force created by the rotation of shaft 63, the collar 69is raised and the lever 70 and rock shaft 71 are rocked vin a clockwisedirection bifurcated'end 7 straddlmg the thrust pin g y47, abovereferred to, and engageable with a flange or collar 78 thereon. Theadjustment of the parts is such that when the main shaft E exceeds acertain predetermined speed, the governor acts through the lever 70,rock shaft 71, lever arm 72, link 73, lever arm 74 and rock shaft 75, todepress all of the lever arms 76 and consequently'force the thrust pins47 of all the fuel pumps of these two units against thecorrespondingvalve stems 48 to lift the valves44 from their seats andthus reduce the supply of fuel.oil to thek fcylinders.' In la similarmanner, the rock shaft 71 is made to control the supply of fuel to theunits A and -B of the other pair;

Due tothe positive (mechanical connection between `the severalunits, itis essential, or at least highly desirable', that the reversing of the.entire engine be effected by mecha- -nism-that will insure thesimultaneous reversal of all ofthe units. Figures 1, 2, 3, 4 and 7 showone form of mechanism that may be employed for this purpose. Thismecha-y nism includes afmain reversing shaft 79 eX- tending across theentire engine fromone pair of units to the other and provided at or neareach end with a plurality vof cranks 80,

81, 82 and 83. Each of the cranks 80 .is

mechanically connected with the cam shafts 23 of an adjacent pair ofunits and is designed to shift these cam shafts to and from v forwardand reverse positions by rotation of the reversing shaft 7 9 through anangle of substantially 180. This connection includes a bar 84 having aslot 85 intermediatel governor (Fi s. 2 and 7). udes a pair o centrif'ugal balls 64 mounted upon the upright arms o a pair of bell crank'levers 65 and con- -88 fixed to the cam shaft 23.

A lever arm 'its ends for receiving the crank' pin 80.

Each unit is provided with a lever 86 mounted upon a horizontal pivot 87and pivotally connected at its lower end with one end' of the bar 84.The other end of each lever 86 is forked and is provided with a pair,Aof'pins 87 engaging-a peripheral groove nin a collar Each of thecranks81 and `82 is mechanically connected with the rock shaft 26 of one ofthe units to effect the rocking'of the rock shaft so as to raise andlower the valve tap-.-

pet arms 24 free of each cam shaft during the shifting thereof. For thispurpose, these cranks are connected by links 89 and 90, with lever arms91 and 92 fixed to stub shafts 93 and 94. Each stub shaft is4 rovidedwith a lever' arm 95 or 96 respective y connected by means o f links 95'and 96 with discs 9i? and 98 respectively rixed to the end of a rockshaft 26 of each unit.`

Each of the cranks 83 is mechanically connected with the cam shafts 34of an adjacent pair of units by means of a bar 99 having aver arms 91and 92 to the left and right, re-

spectively, thus raising both ofthe lever arms 95 and 96 and causing therotation of each rock shaft 34 in such manner as to raise the valvetappet arms 24 free of the cam shafts 83 acts upon the bar 99 to shiftthe cam shafts4 34 to the right. Thus it will be seen that a completeand simultaneous reversal of all of the' units is effected by rotationof the shaft 79 through substantially 180.

Any' appropriate means, such as a rotary piston 104'shown particularl inFigures 3 and 4 of the drawings, may e employed to' effect the desiredrotation of shaft 79. The piston l104 therein shown is segmental in formand is secured to the shaft 79. It is' mounted for rotation in a.cylinder 105 supported by a suitable bracket 106 and provided withasegmental abutment 107. Oil under pressure is admitted to either side ofthe 'abll'tl ment 107 by means of pipes 108 and 109. By admittingoilunder pressureY through pipe 108, the iston may be in one direction anby admltting loil under pressure through pipe 109 rotation'in the otherdirection may be effected.

The starting or restartin of the engine after reversal may be accompished in various ways. Since, in the present instance, al1 of the unitsareinterconnected, the entire engine may be started by aplying astarting agent to any orl all of 't e units. By the l mechanism that-will now be de- Scribe com ressed air to the startin air va ves 22 of te cylinders of any or al of the units. As shown in gFi re 5, eachstarting air valve starting 'a includes abushmg 110` screwed orotherwiseA fixed in the cylinder wall andprovided at its lower end witha valve seat 111 cooperat- A ing with a valve 112 normally held inclosed position by a sprpin 113. A tubular portion 114 is screwed oroterwise fixed in the up er end of bushing 110 and is providedwitlli asecond valve 115 cooperatin with a seat 116 in the lower end thereof. Te valve is yieldably pressed toward' closed position by 'a spring 117and is moved toward open posit1on by the action Vof one of the tappetarms 24, hereinabove referred to, upon the-valve stem 118. -A pipe 119is in communication with the tubular portion 114`at all times.

Valve 112 remains closed irrespective of the position of the valve 115until air under pressure is admitted to the tubular portion 114 throughpipe 119. When compressed air is thus admitted and the valve 115 isopen, un-l der the influence of tappetv arm 24, the air passes intobushing 110 forces valve 112 off its seat and enters the cylinder to actupon the piston therein.

Compressed air may be admitted to the pipes 119 of each unit throughpipes 120 connected therewith. Pipes 120 of the units A and Bareconnected with a branclrsupply ipe 121 and the pipes 120 ofthe unitsC and are connected with avbranch supply pipe 122. A single manually.operated valve 123 is preferably employed for controlling the supply ofVcompressed air to pipes 121 and 122 from a main supply conduit 124.Valve 123 is preferably o to both pipes simultaneously. As shown inFigures 11 and 12, this valve includes a valve casing 125 having a valveseat 126 for coop-v eration with a rotaryvalve disc 127. Two

. diametrically arranged ports 128 and 1,29 extend through the valveseat and communicate with pipes 121`and 122, respectively. The

' valve disc is provided with two arcuate slots 130 and 131 onesomewhat'longer than the other. The arrangement is such that by rotatingthe disc slightly in either direction, the longer slot 131 may uncovereitherof the ports 128 or 129, and upon further rotation the slot 130may be made to uncover the other provision is made for sup lying suchconstruction asto admit air to either 'of pipes 121 and 122. or

The main supply conduit 124 is in constant communication with theinterior of the casing 125 through a port 132. Thusit will v be seenthat when either or both of the rts 128v and 129 are uncoveredcomp 'airlfrom the'conduit 124 may passfrom the casing to either or both ofthepipes 121 and 122. In starting the engine, oil under pressure isadmitted to the cylinder 105 through either of the pipes 108 or 109, torotate the piston 104, and hence rthe control shaft 79, and thus adjustthe cam shafts'of the several units into position for forward or reverserunning, as the case may be. The valve 123 is then rotated in eitherdirection to supply air under pressure to the starting air -valves 22 ofeither or both pair of units to .effect the starting of those units inthe usual manner. Of course, the starting of any unit vwill effect thestarting of the whole engine. As soon as suiiicient compression has beenestablished in the engine cylinders to ignite vthe fuel charge and theengine begins oper ating-under its own power, the valve 123 is thenrotated back to neutral position and the supply of compressed air cutoff.

p From the foregoing, it will be seen that a power plant is provided inwhich the several operating units are so mechanically con- 'nected as toproduce in effect a single engine.

As. above pointed out, however, each unit is conlilete in itself, inthat it has its individual cra shaft and cam shafts driven thereby.Should trouble develop Ain any of the units, that unit may therefore bereadily disconnected from the rest of the-engine merely by disconnectingthe coupling between its crank shaft and the pinion shaft.

f plete Aunits connected in driving relation therewith, valves for eachunit, forward and reverse cams foreach unit, separately driven means foractuating the cams of each unit, and means for simultaneously placingall of the valvesv of said several units under the. control of Asaidforward cams or said reverse cams. g

2. In a power plant, the combination of a driven shaftfa plurality ofinternal combustion engines comprising separate" complete unitsconnected in driving relation therewith, separately operated fuelinjection sus` ' taneous operation thereof to thereby effect mechanismfor each unit and means ccnt-olled by said shaft operable on said fuelinjection mechanisms for simultaneously varying the supply of fuel tosaid units.

3. In a wer lant, the combination of a driven sha a p urality ofinternal combustion engines comprisingseparate complete units connectedin drivin re ation therewith, a speed governor driven fuel injectionmechanism for each unit con trolled by said governor for limiting theoperation of, said units toa predetermined f speed. f y

4. In a power plant the combination of a pair of f' t'ernal combustionen 'nes comrisin separate complete units aving inepen ent crank shaftsand independentcam shafts, a gear, connections between each of saidcrank shafts and said gear to transmit the power from said crank shaftsthereto, and 'means associated with said cam shafts for effecting thesimultaneous reversal of said units.

5. In a multiple engine power plant the combination of a driven shaft, aplurality of separate complete oil engines each havin a cam shaft and acrank shaft gearin tween said driven shaft and said crank s aftsnormally maintaining said engines in a definite phase relation, areversm lllelllf' nism associated with the cam sha of each engine, andmeans connected with said reversing mechanisms for effecting thesimulthe simultaneous reversal of said engines and thereby avoidimposing destructive strains on said gearin 6. In a m tiple engine powerplant the combination of a driven shaft, a plurality of separateint'ernal combustion engines, driving connections between said enginesand shaft, a fuel injection mechanism for each engine, separate meansfor modifying the action of each injection mechanism to regulate thesupply of fuel to each. engine to thereby determine the load. on each ofthe 'driving connections, and'a unitary meansconnected `with saidinjection mechanisms to simultaneously modify the action thereof tothereby effect a substantially uniform variation inthe supply of fuel tosaid engines.

In witness whereof, I hereunto subscribe my name this 3rd dag of Au1920.r

, TTO BANNER.

om said shaft and.

